Electrically-actuated automatic train-stopping mechanism.



A. s. LITTLETON. ELBUTRIGALLY AGTUATED AUTOMATIC TRAIN STOPPINGMECHANISM.

v APPLIGATION FILED JAN. 27, 1909. 1,043,017, Patented Oct. 29, 191 2.

7 SHEETSSHBET 1.

W13. asses.

i/U M A. S. LITTLETON. ELEGTRIGALLY AGTUATED'AUTOMAT'IG TRAIN STOPPINGMECHANISM. I AEFLIGATION FILED JAN.27, 1909.

1 043 ()1 7. Patented .Oct. 29, 1912.

7 SHEETS-SHEET 2.

/ Ill/II l/l/l/ll/ l/l/ll/l/l/l/ A. S. LITTLETON. I Q BLEGTRIGALLYAGTUATED AUTOMATIC TRAIN STOPPING MECHANISM.

' APPLIGATION FILED JAILZ'L 1909.

1,043,017. Patented Oct. 29, 19 12.

7 shims-sum a.

ab es-52s. vefitur,

A. S. LITTLE-TON.

ELEOTRIGALLY ACTUATED AUTOMATIC TRAIN STOPPING MECHANISM.

APPLIGATION FILED JAN. 27, 1009.

1,043,017. Patented 001:. 29, 1912.

7 SHEETSSHEET 4.

f l. I aaym 3. A? I A. S. LITTLBTON.

ELEGTRIOALLY AGTUATEDAUTOMATIQ TRAIN STOPPING MECHANISM.

AIf PLIGATION FILED JAN. 27 1909.

1,043,017,. Eatent'ed 0ct.29,1912.

7 SBEETS-SHEET 5.

1 A. S. LITTLBTON. ELBGTBIGALLY AGTUATED .w'romymcTRAINSI'OPPING'MEGHANISM.

APILIGATION-IILED JAN. 27. 1909.

Patented Oct. 29, 1912 7 SHEETS-SHEET 6.

I errtnr. de maal 6. W

, 'A.S.1JTTLETON. ELEC'I'RICALLY ACTUATBD AUTOMATIC TRAIN STOPPINGMECHANISM, AYPLIGATION nun 1mm, 1909.

71k B55125. v

I I ve tor. dCe/yMJu w llldlllED Slrlr'llhitl PATENT ms'r AVAILABLE 00!!ornron,

:LLEXANDER S. LITTLETON, 0F ERIE, PENNSYLT/iANIA Ldaltldlfl. 7.,

Specification of Letters Patent.

Patented Oct. 29, 1912.

Application filed January 27, 1909. Serial No. 474,446.

To all whom "it may concern:

Be it'known that l, ALEXAN ER S. LITTLE- row, aoitizcm of the UnitedStates, residing at Erie, in the county of and State of Pennsylvania,have in vented certain new and useful Improvements in' ElectricallyActiuatcd Automatic 'lrain-Stopping Mechanism and l do hereby declare thefollowing to be a full, clear, and exact description of the in-,vention, such as will enable others skilled in the art to which itappertains to make and use the same. reference being had to theaccompanying drawings, and to the characters of reference markedthereon, forming part of this specification.

invention, relates to improvements in automatically actuated electricand electropncumatic train control systems of the nor' mally clearclass, and embodies automatically and positively acting electric orelectropneuiuatic aqmaratus carried on the train motor and actingdirectly on the powcr-sup plying and. brake-actuating mechanism, to stopthe train-motor, and locking mechanism operating automatically to lockthe power shut oil" and brake applying mechanism from action sofong asthe condition which operated to stop the tlllll1l'l0l0l exists.

The objects of this invention are: 1st, to provide a train-motor withauton'iatically operated mechanism whereby it will be automaticallyslowed down, or brought to a full stop,with0ut undue shock, whenever acondition dangerous to the further progress of the train exists, whichcondition may be caused either by a broken circuit orby a closed circuitproduced either by the presence ot another train within the block beingentered, or by other cause, regardless of the direction oi travel ormotion or non-motion oi the train first within the block sectionbeingentcred by a second train, without any dependence orinterdcpendencc on the previous action of any signal apparatus, whethercarried by the motor itself, or external thereto, or upon the action ofany timing or other auxiliary apparatus,whether automatically ormanually operated. 2nd, to provide apparatus as a part of said mechanismwhich automaticallylocks the power applying and brake-setting mechanism,immediately upon their action in stopping the trainanotor, against anymanual operation, until the cause or causes of the stopping of the trainare removed, and when said cause is removed to automatically release thelocking mechanism, so that the power applying and brake releasingmechanism can be manually operated to start the train. 3rd, to providesignal mechanism on the trainmotor which operates simultaneously withthe train stopping and brake-setting, mechanism, the operation of suchsignal apparatus being, however, in no way essential to the operation ofsaid train-stopping and brakesettmg apparatus, neither will theoperation of the said signal apparatus in any way impcdc, retard, orhasten the action or nonaction of the brake-apparatus 4th. A furtherobject of this invention is to completely control the movement of theinfringing train entering an occupied block without attecting themovement of the train then occupying the block, other than to bring thesignal mechanism of such train into circuit so as to show through thesignal a 'iparatus of such train, that another train is entering theblock.

5th. Another object of this invention is to provide as a part of suchapparatus, means whereby a defective source or current is antomaticallyreplaced by an effective one without manual action of any kind.

The general features of my invention comprise substantially, a source ofelectrical power, train stopping mechanism consisting of mechanismshowing signals, mechanism tor shuttingoff the motive power, mechanismfor applying the brakes, and means for locking said mechanism againstmanual release, and automatically actuated motor mechanism for operatingsaid devices, all mounted upon a trainmotor, together with suitableelectric circuits connected therewith provided with automaticallyoperating switch mechanism therein and communicating with the main trackand with the conductors, so that under normal conditions there is alwaysa circuit of low amperage through the rails, conductors, and circuits onthe train-motor, which is of sutlicient strength to hold a Ito-voltageswitch in an open position; but when this circuit is broken by a breakin the track circuit the no-voltage coilreleascs the switch mechanism sothat another circuit through an electromagnct or solenoid on thetrain-motor will be automatically completed; the operat ion of whichcircuit through said magnct'or solenoid actuates the mechanism forshutting off the power for applying the brakes, and for locking saidmechanism, after it has been so operated, against manual operation. l"d' hen, however, the circuit is again completed, the no-voltage coilswitch has to be manually opened to release the power shutl otl' andbrake-setting mechanisms, so as to l allow the train-motor to againproceed.

A train motor provided with the mechanism above noted has one side ofthe electric circuit thereon. connected with the wl'ieels operating onthe main track rails, and the other side of said circuit connected witha circuit changing switch and thence to contact shoes communicating withone or more conductors preferably laid between the main rails. Theseconductors are divided into blocks, and when the track conditions arenormal for safely running the train the novoltage switch on thetrain-motor will be retained in an open position. Then however, thetrain-motor enters a block occupied by another train a circuit isimmediately formed therewith through the contact shoes and circuitchanging switch on the infringiu'g train-motor, which operates throughthe circuits on said train-motor to actuate the power shut-0H, brakeactuating and lock mechanism thereon, to stop said train-motor andretain it so stopped until the other train is removed from the block.The circuit thus ope 'a-ting to actuate the brakesetting and powershut-oft mechanism existing but a short time, it is therefore necessaryto automatically-establish a circuit which will opcrate to prevent therelease of the brakes and power shut-oft mechanism on the train motoruntil. the track is clear for the movement of said train-motor, and forthis purpose switch mechanism is provided which automatically operatesto maintain the operative circuit through said power shut-oi andhralre-setting controlling device after the aforesaid circuitchangingswitch has returned to its normal position, and until the block iscleared.

That the engineer may have notice of: an interfering train, or otherdangerous condition to the operation of the train he is running, thereis a signal circuit provided, containing a solenoid in circuit, the coreof which is actuated by the variations of the strength of the currentpassin through said circuit and solenoid thereby indicating the gravityof the danger.

When two train motors are similarly equipped with the apparatushereinbefore described and having contacts with the same externalcircuits or track rails and are on difl erent blocks there is normallyno circuit between them, as the currents of like terminals meet. When,however, a train-motor enters a block occupied by another train, acircuit-changing switch on the incoming motor is thrown by a trip as itenters such occupied block, which operates to reverse the normalpolarity of the track rails and conductors in said block, and a circuitis thereby completed through any other train or train-motor in saidblock, and the electric current traversing said circuit, automaticallyoperates the signal, power shut-oil, brake, and locking mechanism on thetrain motor thus entering said block, as hereinbefore described.

During the movement of the circuitchanging switch in its operation ofchang ing the polarity of the lraclnrails and conductors, there is amomentary break of all circuits, which would normally cause theno-voltage coil to release the switch operated thereby, so that thecurrent from the generator on the t'ain-motor would energize thesolenoid operating the power shutoll and lnalrc-operating mechanism. 'loprevent this action of the nowoltagc coil the circuit-changing switch isprovided with arms which, during its operation, engage contacts adaptedto direct the current through an idler circuit having a high re sistanceuntil the operation of the circuitchanging switch. completes the changein the polarity of the circuits,whereby low amperage current is somaintained through the no-voltage coil that the switch controlledthereby will remain in its normal open position during the operation ofthe circuit changing switch.

The track circuits forming part ol and adapted for the operation oftrain-motors equipped with circuits and mechanism hereinbeforereferredto, consist substantially of the track rails continuouslybonded, except at switches, where special bonding is arranged for, andone or more intermediate conductors running parallel with the trackrails and divided into blocks of any desired length by means of suitableinsulaticm, and provided at one end of each block with trip mechanismadapted to autornat ically operate a circuit-changing switch. \Vhcn twosuch conductors are used, the block terminals therein preferablyalternate by hall the length of the block, thus dividing each block intohalf blocks. Each block of a conductor is connected by a resistantconnection to the track rail adjacent thereto, 51 that each track railforms a low amperage circuit with the block of the conductor adjacentthereto.

On thetrain motor there is a vertically movable contactor in continuouscircuit with each conductor, and connected with the contactors andoperated thereby there are circuit-changing switches, by means whereofthe contactorssuccessively connect with the various circuits on thetrainonolor. The train-motor wheels form the contacts with thetrack-rails for the opposite sides of said circuits, so that thecircuits on the train-motor connect substaiitially with two independentrail and conductor circuits, the breaking of either of which willinterrupt the low-amperage current which Will release the no-voltageswitch and close the circuit which operates the signal, power shutoii,brake and locking mechanism on'thc train motor, so that a broken rail,or a mis placed switch on either side of the track, or a train in thesame hloelz, will automatically operate the mechanism on the train motorand cause the train to stop, and hold it stopped until the diiiiculty isremoved from the block.

These and other features of my invention are hereinafter fully set forthand described, and diagrammatically illustrated in the accompanyingdrawings, in which:

' Figure l, is a side View in elevation of a locomotive or train-motor,withparts there of broken away, equipped with my apparatus. Fig. 2, is arear View of the. same. Fig. 3, is a detail view of the power lever dsengaging.mechanism of my invention. Fig. 4:, is a detail. side View ofthe same. Fig. 5, is a diagrammatic View of the signal mechanism of myinvention. Fig. 6, shows diagrammatically my apparatus and its circuitson the train motor, in a normally in operative condition, Fig. 7, showsdiagrammaticaliy my appatatus and its circuits on a train motor whenoperating to stop the train motor.

39 8, shows dizigrammatically. a train-motor on one block approaching atrain on the next block ahead, with all apparatus in normal runningcondition. Fig. view, of the circuits, track and conductor connectionstherewith, in normal running condition. Fig. it), shows diagrammaticallya detail of the circuit-changing switch and the conductor cdntactconnections. Fig. 11, SH ws diagrammatic: lly a detail of the condu etorconnections for the rear car of a train; Fig. 12, shows diagrammaticallya view of the circuits on two train-motors and the their connectionstherewith, one of which trains is just entcring'a block occupied by theother. 'Fig. 3, shows diagrammatically alltj' tllfil View oi thecircuits, track andconnections therewith, of a train-motor entering anoccupied block. Fig. 14, shows diagrammatically a detail of theconductor trip mechanism at the end of a, block and the contact.connections operating thereon, and the condition of the circuit changingswitch, as the train-motor enters a block.

View of the circuits on the train motor already in the block, as in Fig.12, and the track and conduct-or connections therewith.

Fig, 16, shows diagramnnitically the opera- In these drawingsillustrating my inven- 9, shows diagrammatically another Fig. 15, showsdiagramn'iatically anothertion, A, represents a trainn1otoiL-, and, B,

B, in the usual. manner, and zuu'mally con-' nected with the throttlevalve-stem, G, by means of a sliding sleeve, Z), on the throttle leverhaving a'slot, 7), therein engaging a. stud, c, on the throttlevalve-stem, C, so that the tlnottle valve-stcun-C, conv be operated bysaid. lever. Pivoted to the stud, 13, intermediate '01; its length thereis another lever, D, one end, 4 of which is pivoted to the throttle\-'alvi-: stcm, C, and the other end to a piston-rod, 1* so that thethrottle valve-stem, C, can be operated by the lever, l), hcrein'at't ,1described.

T he piston'rod, E, extends into the eylinder, E, which communicates bymeans of a port, 6; with a. cylinder, F, having a valve chest, F, an'd'by means of a port, 0, in said. cylinder with an air pipe, G, whichextends to a cylinder, (.i', pivoted upon the throttle lever, B, bymeans of a stud, g, and in the cylinder, G, there is a piston, (i thepiston-rod, g, of which is'counectcd to the sliding sleeve, Z), and aspiral sprine', 9 is placed on the rod, g, behind the piston, G adaptedto reta n it in its normal position when the air is exhausted from theopposite end. of the cylinder, 1

The valve ches l ",'sh \vn in Fig. (3. in its nmrmal inoperativecondition, and in Fig. 7, in its operative condition, is connected withthe main air reservoir {not shown) by means oi a pipe, H, with the trainpipe, H, which leads to the usual train air-lu-ake mechaair reservoir,A, by a pipe, ii", and the 'alve chest cylinder, i is provided with acl'lamhcred valve, F, which is coui'iected with a solenoid, I, formoving the valve, 1, into operative position, and with, a. retractingspring, J, for rta'urning the valve, F, to its normal inoperativepo'tion, as shown in Fig. (5. The valve-cliest cylinder, F, is providedin its valve-chamber with an inlet port, f, connectim; directly with thepipe, H, a discharge port, f, a valve-chamher, f" having a port, j'opening into the cylil'ider, F, and in said chamber, ffl-thcrc is avalve, f", adapted to close the train pipe. ii, and he opened to allowthe air to car-ape therefrom through a ivy-pass, j, to the passage; f. ii-om the upper part of the valve chamber -f a by pass,j",exl; ends toandcoimei is with the pipe, IF, leading to the auxiliary air tank, A,and from and forming a port in the cylinder, 1*, a by-pass, j, extendsto the by-pass, i When the valve, i is in its normal inoperativeposition the air flows from the main reservoir through the port, f,through the chamber, 7", in the valve, l through the port, and thebypass, f, and iln'ough the pipe, in o :he auxiliary reservoir, It, thepressure on the \alve, f, retain- 3 ing it. in a normaliy closed poQion, as shown the throttle lever thereof pivoted on a stud,

nism (not shown). and with an auxiliary,

'released. The valve, F ,,in tlieposition in Fig. 6. When, however, thevalve, F is moved by the solenoid, I, it moves to close the ports, andf, and connects the port, f, with the bypass, f whereby a passage isopened to the port, 6, through the port, c, and. cylinder, E. The air atonce passes from the auxiliary reservoir, A, throi'lgh chamber, f port,f by-pass, f through valve chan'iber to port, 6, through cylinder, E, toport, 6, into the pipe, G, and into cylinder, G, and forces the piston,G and piston rod, g, outward against thespring, g and moves the slidingsleeve 6, from its contact {with the stud, c. The levers, l3, and D, arenew independent of each other and the quadrant latch on the throttlelever, B, (latch not shown) cannot prevent the closing of the throttlevalve, the pressure of the air in the cylinder, E, against the piston.and rod, E, will move them out and close the throttle by moving thelever, D, and throttlevalve stem, C. The further movement of the valve,F to its ultimate position as shown in Fig. 7, will close the port, 0,and lock'the air in the cylinders, E and G, and the throttle valvecannot again be opened until the air in these cylinders is shown-in Fig.7, has opened a direct passage for the releaseof the air from theauxiliary reservoir, A, through the pipe, H bypass, f chamber f port, fand valve chamber F, of the valve, F through the by-pass, j, to theby-pass, f and thence to the outlet, f, which reduces the pressure onthe trainpipe valve, f so that it is raised by the pressure in thetrain-pipe, H, which permits the air therein to escape through theby-pass, f and outlet, f, thereby operating the brake mechanismconnected tl'ierewith. Meanwhile the throttle moving mechanism and thethrottle lever mechanism remain in their inoperative position, incapableof manual operation, until the action of the solenoid, I, upon thevalve, F ceases, and it is returned by the action of the retractingspring, J, to

its normal inoperative position, as illus trated in Fig. (i.

For indicating safe or dangerous running conditions, I provide anindicator, K, see Fig. 5, the face of which is provided with openings,7:, 7c, is, behind which there is an arc of a disk, L, operated on apivot, L. On this part, L, there is a white space, Z, adapted by aslight rotation of the part, L, to coincide with the opening, 7.,showing a white si nala TIQCD s iace Z, ada ted. bv a still furtherrotation of the part, L, to coincide, with the opening, 7.1, showing agreen 1 signal; and a red space, l, adapted by a 5 still furtherrotation of the part, L, to ('oincide with the opening 7.1 showing a redE signal. I For operating the part, L, the core, M, of a solenoidpreferably wound with two coils,

hereinafter set fortln M, and M connected in electric circuits ashereinafter described, is connected with the part, L, so that thevariations of the strength of current pass ng through said solenoidcircuits operate to produce the changes of signals hereinbet'oredescribed.

Upon the traiirmotor, electric generators, N, are provided, preferablyin duplicate with. a suitable switch, N, which is adapted toautomatically bring one generator into circuit when the other isexhausted. From this switch, N, a line leads to and through a no-voltagecoil, 0, adapted to operate a switch, 0, and thence by line, 2, to thecoil, M, of the signal solenoid, and thence by line 3, to av contact,25, and thence by line, a, to a contact with one arm, p, of a circuitchanging switch, P, which is operated by a conductor contact, Q,hereinafter referred to, and thence by line, 5, to a contact plate andarm, 7), of another circuit changing switch, P, which is operated byanother conductor contact, Q hereinafter referred to, and

thence by line, 6, to the arm of the conductor contact, Q}, and thenceto the conductor, '1, with which the contactor, Q}, contacts, and thencethrough said conductors and the track rails hereinafter described to thetrainmotor track wheel, R, and thence by the lines, 7, to contact, 26,and thence by line, 8, to a contact with arm, p of the circuit changingswitch, P, and thence by line, 9, to a contact with arm, 79 of thecircuit chang ing switch, P, and thence by line, 10, to the generator,N, thus completing a normal, lowamperagc circuit, operating on thesignal solenoid to show the white or safety signal, 1, said circuitbeing clearly illustrated in Figs. 6, and 9, and in Fig. 8, inconnection with the track and conductor circuits. These track andconductor circuits consist of two track rails, S, S, continuously bondedso as to torm'continuous electric conductors, and two conductors, T, T,with which conductors the contactors, Q, and Q contact. The saidconductors, T, are divided into blocks of suitable length insulated fromeach other, the break, t, in each of which is tprei'erably opposite thecenter of the block iii the other, and in each conductor adjacent to theinsulated joints there is a depression, T'-, or other mechanism, whichoperates as a trip, as Each block ,of these conductors, T, iselectrically connected with the track rail adjacent thereto by means ofa resistance coil, 1, so that each block of the conductors. T, isnormally in resistant electric circuit; with the circuit. on the trainmotor hcreinlwtore described, and tl'ierelorc the electrically actuatedsignal, train stopping and braking apparatus are not affected 1 thereby,because the resistance coils, t, permit. a current of only su'lhcicntamperage to pass over said circuit to retain the no-voltage 0011 switch,0, m an open position.

- line, 12,

train-inotor in the block,

W hen, however, the train is entering a. block, the dropping of oneof-the contactors, (Q for instance) into the depression, T at theentrance of the block and the. consequent movement of the circuitchanging switch, P, into the position illustrated in Fig. 7 and there isanother train on the block being entered, a circuit is establishedthereby through the entering train-motor and the through which thepasses from the generator, N, (see Fig 12, left hand diagram) by heavyline 1, to and through the no-voltage coil, 0, and by heavy line, 2, toand through the signal solenoid, M and thence by heavy line, 11, to arm,2), of the circuit changing switch, P, and thence by heavy to and throngi the solenoid, l, and thence by heavy line, 7, to and through thewheel, R, on one of the track rails, S, and thence through the normallyiiuictive circuit on (he precet ing train motor, viz: see right handdiagram in Fig. 12) from said track rail, S, to the inotorwhechh,thereof, thence to and along broken lines, 7, and 8, to contacts andarm, 1/, of one of the circuit changing switches, thence by broken line,9, to contacts and arm, 2)", of the other circuitchanging switch, andthence by broken line, it), to the generator, and thence by heavy line,1, lhereoi through the no-voltage coil, (l, heavy lines, 3, l, 5, andcontactors, Q and, Q, to and along one of the conductors, 'l, to andthrough the contactors, U, U, and and connection, U, (by which thecurrent passes from one cimcluctor, T, to the other) to the coinjactor,Q (see left hand diagran'i in .hig. l2) and broken line, 10, to thegenerator, IJ, thereon, thus forming a complete high anu'u age circuitbetween and through said train motor circuits, the resistance betweenthe coinluc'tors and track rails having lu-en cut out by the presence ofthe preced- (l "mud diagram) motor in the block,

I causing the normal low-amperage t to the inaxininin capacity of thetors, in, the same luring ample for operating the solenoid, If, howeverthere is no train in the block being entered by the lmiir-nn' or, theaction of the trip mechaihe circuit changing switch at the said bitch,being but momentary, do, J not hull-I any change in the normal rehhnurircnii, as during the action of the nit er, l, or, I the current isllll circu x for the instant through a iuant idler circuit, il -l, Toaccomplish lh'i" result the outer ends of the switch arms p, y 2*, and pand the terminal contact-,- of lines, it, 4, l0 and 9, at the circuithanging switch, l", and or lines, 11, 5, 10, o l it ico: her circuitchanging; switch, 3 and T) are oi? such relative the outer ends ofieachof will. at the intcriuer'liute electric current l l l l l l lgenerator, N,

11, (see Fig. 7) switch arm, p to and through resistant idler circuit14;, 15,

switch arm, 9 and by broken line 10 to thus maintaining a completeunlnterrupted circuit and a current of low amperage through then0-v0ltage coil, 0, during the passage of the contactcrs, Q, or, Q3 overthe trips, in the conductors, T, so that before the normal current fromthe track-rails to and from the generator, N,-.is broken, the abovepointed out shunt circuit, having a resistance equal to the resist ance,z between the track rails, S, and con ductors, T, has been establishedin order that the normal low amperage current through the coil, 0, andsignal solenoid, M, will not be interfered wit The operation of theother circuit chaiiging'swi ch, P, in regard to the resistant idlercircuit, 14:, 15. above described switch, P, but alternatingtherewith.

VVIien the solenoid, I, is operated it is necessary to retain it in itsoperated position against the tension of the retracting spring, J, andtherefore a circuit changing switch, I, is pmvided on the stern of thesolenoid, I, which "is, by the operation of the solenoid, I, brought.into contact with the terlninals, 22, which therebychange thelirection'of the path of the current so that its circuit through lines,1., 2, ll 20, and terminal, 22, lines 23, 12, through solenoid, I, andthen by lines, l3, l8, 7, to wheel, R, and thence through the normal lowainpen age circuit of the preceding train motor and returning throughthe contnctor, Q and line, 6, to contact, 21, and thence by lines, 24-,and, 10, to the generator, N, (see heavy lines in Fin. 7 therebycontinuing the solenoid l' in circuit with the other train on the blockafter the circuit Qanging switch, P, has i-eturncd to the normalposition thereof as shown in gl ig. (5, winch the contactor, Q", haspassed out of lltc ltrip, T in the coinluclor, 'l, and until lheltrainahead has passed out of the block. in case, howevmr, the train-motor, A,is ei'iterinz a block having therein a broken rail, in which there is amisplaced switch, or other obstruction which breaks the normal lownn'iperage circuit in the block being entered isidentical with that ofthe the electric current through the nix-voltage 0, line, 2, solenoidcoil, M line 16, to

- strength to cause -A, are so arranged that switch contact, 0, andthence by switch contact, 0, and line 17, to one terminal of thesolenoid, I, and thence by the other terminal of said solenoid by lines,13 and 18, to switch contact, 0, and from switch contact, 0 by line 19,back to the generator, N, independent of the track and conductorcircuits hereinbefore referred to. There being no resistance in thecircuit last described, the electric current therethrough is ofsufficient the signal apparatus to indicate danger, and also to energizethe solenoid, I, so as to operate the valve mechanism connectedtherewith, and this action will continue until the current through, theabove described shunt circuit is broken by the opening of the switch, 0,and the closing of the armature of the no-voltage coil, 0.

When the no-voltage switch has been allowed to fali, down and close, asabove described, the armature of the no-voltage coil, is at such adistance from the core of said coil, that when the shunt circuit lastabove described, is completed through said coil 0, the magnetism of saidcore is not sufiicient to raise said switch, but the same must bemanually raised and said armature brought again within range of themagnetism of the core of said coil, 0, in order to release the solenoid,I, so that the motor, A, can proceed. It will be observed that duplicateelectric circuits on the trainmotor, they communicate with each of thecontactors, which circuits have been heretofore "fully described, andtherefore further description of the same is unnecessary,

The contactors, Q, QF,-are provided with a permanent connection 29,between them, and I have further provided the cross lines,

15, by means whereof the action of eitherone of the circuit changingswitches, P, or P, also operates to connect the circuits, so that at alltimes there is a complete operative circuit in use, or ready for use,when required. i

In Fig. 8, I illustrate, diagrammlitically. the track rails, S, S, andthree blocks of conductors, T, with two train-motors, running in thesame direction on separate blocks, a complete conductor blockintervening between the lDlOCii occupied by the 'orward train-motor andthe block occupied by the rear train-motor, the forward train being ofsuch length that its rear car laps over onto the intervening block. Toprovide for this contingency, said rear car, V, is provided withcontactors, U, U, which form a connection or bridge, U, between theconductors, T, T, the same as a train-motor would, so that there isalways substantially halt the length of a conductor block between saidrear car, V, and an approaching traiiv motor in the rear thereof, whichk-lll be affected by the train in front of it. The object of thisconnection. or bridge, U, on the car, V, at the rear of the train occupying the block being entered by an upfnoncln ing train-motor, is to sobridge the coin ductors, T, T, at the rear of such train that twoconductor-blocks are connected together, so that an approachingtrain-motor is a'ifccted by the forward train-motor through the bridge,U, on said rear car, V, of the for-- Ward train when. it is in the blockbeing entered by an approaching irainanotor so that the forwardtrainanotor o 'ierates the same on the approaching train as it bothtrain-motors were in the same block.

A detail of the contactors, U, is illustrated in Fig. 11. Thet]"3ll'llli0ii01f on both the front. and rear trains, illustrated inFig. 8, and in normally low amperage, indicating safe running condition,and the circuits operative under such condition are showndiagrammatically by heavy black and broken lines, and also in Fig. 9, byanother diagrammatic view of the same, and in Fig. 10, one of thecircuit changing switches, P, or P, is diagrammatically shown with itscontactor, Q, in contact with one of the condoctors T.

In Fig. 12, I illustrate, diagrammatically, the tracks, S, conductors,T, and two trains thereon running in the same direction, the rear one ofwhich has entered the block occupicd by the rear end of the forwardtrain. The rear train circuits then in operation are shown in heavy andbroken lines, and show the current passing through the signal solenoidand through. the solenoid, 1, operating the valve mechanism, therebyshutting oil the power from the a 'nproaching rea r trainmotor andsetting the brakes thereon, and Fig. 13, shows another view oi saidupproaching train-motor circuits then in operation by heavy black andbroken lines, and Fig. 14, shows, diagrannnatically, one of. the blockends, and one of the contactors on the approaching rear train motorillustrated in Figs. 12 and 13, just. after it. has entered an occupiedblocl; showing the circuit. changer, P, reversed to establish thecircuits on the rear t 'ain-motor illustrated by heavy black and brokenlines in Figs. 12 and 13.

in Fig. 15, i show another view of the forward train-motor circuits.illustrating the circuits by heavy black and lll'(li\'(ll lines in usetlmrcon when another train enters a block occupied by it. It will henoted that this circuit on the forward traiinmotor inoperative inrelation to the solenoid, tl'u:-reon.but that it passes through the ualmechanism on the forward train, so ihiit engineer on .the forwardirainuuotor may be warned oil. danger to his train, as well as theengiucoron the train-motor of the rear train being given warning ofdanger.

in i ig. 16, ll illustrate, dingranunatically,

the

hercinhetore described, whic described, there being three blocks of condoctors, T, together with s train on the right hand block with the rearcar thereof overlapping upon the next block to the rear of its motor,and two train-motors appreaching said. train from the rear. This figurediagrammatically illustrates the same conditions and operation as to thecircuits of the first and second train-1notors, as is shown in Figs. 12,13 15, but in Fig. 16, a third "train shown approaching the rear of thesecond train, in which another open ative circuit is shown by heavyblack and broken lines which circuit is further illustrated in Fig. 17.This first rear train is allecled and stopped by the proximity of theforward train Which is being overtaken by it, said forward and firstrearwardly appreaching trains being then in circuit tlirough the blockof one conductor, and through the block of the other conductor to l thesecond rearwardly approaching train,! I I track and conductor circuits,as hereinhefore i I and this action will be continued through any numberof trains which approach nearer than half a block to each other, to stopeach of them until the block which it is entering cleared. FlOlll thediagrams and descriptions oi the same heretofore given, it will he seenthat each trainanotor is equipped with selfcontaincd signal, powershntoii, and lira re operating apparatus, and with electric cir cuilsfor operating said appz'iratus communicating; with track and conductorcircuits as .h operate autonurliically, without manual attention, tostop a train. entering ahlock occupied by another train, and which also,automatically, without manual attention; operates to stop a trainentering a loloclr in which there is: a hroken rail, an open switch, orother oh l stri'iction, any o'l .Yllltfll('01ll'lllil'UIlPlOS willoperate to break the continuous low ampcr age current flowing tln'oiurhsaid track and roinluctor circuits to and through lhc "in units of thesell rullaiucd api ral'us on the train-1not at all 3 dents, eitherjlroin roar ingr each other on the same iloclr. or from hrolccir rails,(li'llil. switches, or other circuit )l'(-:ll inn ohsirzu-iioim areprevent! [l hy the autol it" the train without manual inns, acci i lsnarling oi the train f again, until illl lilo: clear and sa e,

i am aware that apparatus tor signaling angina-hrs of trams approachingone another on the same hha-h has I heretofore hrcn dusinned, hut i an:not aware of any sclt' coni l1 insnlatm'l joints para coinlnnatirn witha t j tors having naans all condition, until the external causeproducing such condition is removed, Wholly without manual or otherattention on the part of the engineeig'or other operative.

Having thus described my invention and its operation, Ido. not confinemyself to the particular construction herein shown and described as thesame can be altered and modified inniany ways Without departing from thespirit of my invention, therefore What I claim as new and desire tosecure by Letters Patent is:

1. in a device of the character described,

' track rails l'. 'u1ded'to form electrical conductors, conductorsdivided by insulated joints into sections paralleling said. rails, inCOIIllJlnation with a train-motor, a generator, at power shut-oilineclmnism, an electromagnetic device for controlling said power shutoffmechanism, circuit-cluniging switches,

contactors normally in contact with said divided cimductors, saidcontactors'heing opcral-lvely connected with the c; rcu1t-changingswitches, each of said conductors having means adjacent to its insulatedjoints for controlling the operationof its corresponding contactor,electrical connections from said generator aronnd'said electromagneticdevice and thrmiglr said circuit-changing switches to said cont-actorsand wheels of the 1"rain-nn tor, said connections being normally closedat the circuit-changing switches, connrcthms from said generator throughsaid electro-inagnctic device through said circuit changing sautches tosaid conlactors and train-niotor wheels, ra id last nicntirnuulconneclimis hcing nornuilly open at the circuit changing switches,whcrehy when one of said circuit changing switches is operulw'l thefirst mentioned connection; are opened, mentioned and the larcnncctiinis are closed, 'n'th. v

2. In an apparatus of the characterdeihcd tract: rails headed to formelectrical conductors, coi'iducturs dirhled into blocks lleling saidrails, in counter, a generator, a power shut-oh; and hrakesettingmechanism. an elcc-lromaguetic device for controlling said powershut-nit and brake- Felting; merlnmisn circuit switchs, contaclorr-znormally in with said divided coi'nluctcrs said contactors beingopcralivclv connected with the circuit ('liun 'ing swil'r-lu each atsaid conducrl ll chang ng switches to Milli conl'aclors :einllrain-uuzlor whe ls, Saul connections l ving! in'rrnirll closed at thecircuitchangnzy \Ylll'll u ier-lions l t-om wi l cunt-rm substantiallyas set changing contact cent to its lHSUlZIiQd' tor through saidclectro-magnetic device tially as set forth.

In an apparatus of the character described track .H-ilS bonded to formelectrical c nductors, conductors divided by insulated joints intosections paralleling said trackrai s, resistant connections between thetrack-rails and said insulated conductor sections, in (,Ohlbillal'lODwith a train-motor, two or more electric generators, an electromagneticswitch adapted to automatically cut out an exhausted or defectivegenerator and eut-in a good one, a power shut-cit mechanism, anelectromagnetic device for cimtrolling said power slmt-olt mechanism,circuit-changing switches, contactors normally in contact with saiddivided conductors said contactors being opcratively connected with thecircuit-chaiming switches, each of said conductors ha 'ng means atjacentto its inr-gulated joints for controlling the operation oi? itscorresponding contactor, electrical connections from said gen erat-orsthrough said electro-n'iagnetic switch mechanism, arcund saidelectro-magnetic device and through said circuit-changing switches tosaid contactors and train-motor wheels, said connections being normallyclosed at the circuit changing switcl'ies, connections from saidgenerators through said electrwmaguctic switch mechanism, through saidelecirwmagnetic device for controlling the pourr shut-oil mechanism,through said circuit-rimagingswitches to said eontactoia and the \xheelsot the train-motor, the last mentioned connections being normally openat the ci ruit-changing' switches, whereby when said circuit changingswitches are operated, the first mentioned connections are opened andthe last mentioned connections are closed, substantially set forth.

4. In an :qipursdius of the character described, track-rails bonded toterm electrical conductor-4, comluctors divided by insulated joints intosections paralleling said rails and resistant conncttions between saidtrack rails and cond or sections, in combination a t'rain n'iotor, agci'ierator, a signal Wlt mechanism, a power shut-oil mechanism, anelection) gnetn': device for controlling said pmver shutoii'mechanisu'i, circinhohanfllng switches, ccntactin's n rmally in contactwith the divided ('oiulurlors, being opcz'a'livcly connected with thecircuit changing switclms, car-h o'l said conductors having meansadjacent to its insulated joints for controllingtin ation of its saidcontactors I l l i l l l i l l l l l i corresponding contactor,electrical connections from said generator around said elcctro-magneticdevice and through said signal mechanism and through saidcircuit-changing switches to said contactors and the wheels of thetrain-motor, said connections being normally closed at thecircuit-changing switches, connections from said generator, through saidsignal mechanism through said electromagnetic device through said{circuit-changing switches to said contactors and wheels of thetrain-motor, said last mentioned connections being normally open at thecircuit-changing switches, whereby when said circuit-changing switchesare operated the first mentioned connections are opened and the secondmentioned connections are closed, substantially as set forth.

In an apparatus of the character described, track- "ails bonded to formelectrical ctniduetors, conductors divided by insulated joints intosections paralleling said rails and resistant connections between.eachcondnclor section and said tack-rails, in combination with atrainmotor, a gene 'ator, a power shut-oft mechanism, anelectro-magnetic device tor controlling said power shut -'ott mechanism,a magnet, a switch cmitrollei'l thereby adapted to connect saidgenerator with said electro-magnctic device for controlling the poweshut-otl mechanism whenever a break occurs in any circuit passingthrough said magnet, circuit changing switches, contactors normally incontact with the divided conductors, said contactors being o )erativelyconnected with the circuit changing switches, each of said conductorshaving means ad'accnt to its insulated joints for controlling theoperation of its corresponding contactor, electrical connections fromsaid generator through said magnet, around said electro-magnetic deviceand -through said circuit-clmnging switch-rs to said contactors and thewheels of the trainmotor, said connections being normally closed at thecircuit-changing switches, connections from said generator through saidmagnet through said elecho-magnetic device through said cimolt-changingswitches to said contactors and the wheels of the trainmotor, said lastmentioned connections being normally open at the circuit changingswitches, whereby when said circuit-changing switches are operated, thelirst nicniioned comiections are opened and the last mentionedconi'iections are closed, substantiallp as set forth.

(i. in an apparatus of the rharacter described, track-rails bonded toform hwlrieal conductors, conductors divided by insulated joints intosections rmrrlleliug said rails and resistant connections between eachconduc tor section. and said track-rails, in ombination with atrain-motor, a generator, a power shut-oll' and brake-setting mechanism,

scribed,

spending contactor,

power shut-oti and Lea er? an electromagnetic device for controlling sad power shut-cit and brake-setting mech a magnet, aiswltch controlledthereby whenever a brake occurs in any circuit passing through saidmagnet, circuit-changing I contactors normally in contact with thedivided conductors, said contactors being operativcly connected with thecircuitchanging switches, each of said conductors l'iaving meansadjacent to its insulated joints for controlling the connections saidmagnet,

.device and irom said generator through around said electromagneticthrough said circuit-ehanging switches to.

said contactors and the wheels of the train motor, said connectionsbeing normally closed at the circuit-chang' 1g switches, connectionsfrom said generator through said magnet, through said electromagneticdevice through said circuit changing switches to said contactors and thewheels of the train-motor, said last mentioned connections beingnormally open at the circuit changing switches, whereby when saidcircuit-changing switches are opera ted the first mentioned connectionsare opened and the last mentioncdv connections are closed, substantiallyset forth.

'7. In an apparatus of the character detraclr-rails bonded to formelectrical conductors, conductors divided by insulated joints intosections pamlleling said rails and resistant connections between eachconductor section and said trackcrziils, in combination with aill"i1ll]-11l0t01, a. generator, a

bra lrc-sctting mechanism an. electro-magnetic device for controllingthe power shut-off and hrakcsetting n1echanism, a magnet, a. switchadapted to connect said generator with said electromagnetic de vice forcontrolling the powcr-shut-oil" and lnrahe-setting mechanism when-ever ahrealc occurs in any circuit passing through said magnet, a signal, anclectro-magnetic device for controlling said signal, (-irend-changingswitches, contactors normally in contact with the divided conductorssaid contactors being operatively connected with the circuit changingswitches, each of said conductors having means adjacent to its insulatedjoints for controlling; the operatirn of its correspou(linecontactor,resistant connections on the trainanotor adapted to be'thrown intocircuit by and during the operation of the circuit-changing switches,electrical connections from said generator through said mag net, throughsaid electroanagnetic device for controlling said signal mechanism,around said electromagnetic device for controlling said power-shut-otland hrake-settiin;- 1uechcircuit-changing anism, and through. saidswitches to said contactors and the trainmotor wheels, said connectionsbeing normally at the circuit changing switches, connections from saidgenerator through said magnet and through said electromagnetic devicefor controlling the signal mechanism, through said electrdmagueticdevice for controlling the power sl1utoft and brake-setting mechanism,through said circuit-changing switches to said conwheels of thetrain-motor, said last mentioned connections being norniallv open at thecircuit changing switches, whereby when either of the switches isoperated the connections are opened and the tioned connections areclosed, substantially as set forth. j

8. In an apparatus of the character described, track-rails bonded toform electrical conductors, conductors divided by insulated joints intosections paralleling said rails, in combination with a train motor, agenerator, a power shut-ofl' mechanism, an electromagnetic device forcontrolling the power shutoff mechanism, circuit-changing switches,contactors normally in contact with said divided conductors saidcontactors being operatively connected with the circuitchangingswitches, each of said conductors having means adjacent to its insulatedjoints for controlling the operation of its corresponding contaotor,electrical connections from said generator through said electromagneticdevice to the train motor wheels and to said contactors, saidconnections passing through said circuit changing switches and beingconnected therewith in parallel, said connections being normally open atsaid circuit changing switches, whereby when either circuit changingswitch said connections are is operated brought into circuit with thetrack rails and divided conductors, substantially as set forth.

9. In an ajiiparatus of the character described, trach rails bonded toform electrical conductors, conductors divided by insulated joints intosections paralleling said rails and resistant connections between saidrails and conductor sections, in comhination with a train-motor, agenerator, a power shut-oil mechanism, an electro-magnetio device forcontrolling said power shut-off mechanism, circuit-changing switches,contactors normally in contact with the divided conductors, saidcontactors' being operativelyconnected with the circuit changingswitches, each of said conductors having I means adjacent to itsinsulated joints for controlling the operation of its correspondingcontactor, electrical connections from said generator to saidcircuit-changing switches, electrical connections from said i switchesto said contactors and the wheels resistant till changing switches andfrom said switches to of the train-motor, forming therethrough andthrough said track rails, conductor sections and resistant connectionstherebetwecn a complete low amperage electric circuit from. and to saidgenerator, electric connec tions from said circuit changing switches to/and through said. electro-magnetic device which are normally open atthe circuitchangin switches, whereby when either of said switches isoperated said last mentioned connections and said electromagnetic deviceare brought into circuit with the track rails, conductor sections andresistant connections therebetween, substantially as set forth. I

1-0. In an apparatus of the character described, track rails bonded toform electrical conductors, conductors divided by insulated joints intosections paralleling said rails, in combination with a train motor, agenerator, a power shut-oil and brake-setting mechanism,circuit-changing switches, contactors normally in contact with saiddivided conductors said contactor's being operatively connected withsaid circuitchanging switches, each of said conductors having meansadjacent to its insulated joints for controlling the operation of itscorresponding contactor, electric connections leading from saidgenerator to said circuitchanging switches and from said circuitchangingswitches to said contactors and to the wheels of the train-motor adaptedto bring the track-rails and conductor sections into electriccommunicationwith said generator, and electric connections leading fromsaid circuit changing switches to said electro-magnetic device adaptedwhen either of said circuit-changing switches is operated, to bring saidelectro-magnetic device into electric communication with the generatorand said track-rails and conductor sections, substantially as set forth.

, 11. In an apparatus of the character described, track-rails bonded toform electrical conductors, conductors divided by insulated joints intosections paralleling said rails an connections between rails and thesections of said divided conductors, in combination with a train-motor,a generator, :1. power shut-0E and brake-setting mechanism, anelectro-magnetic device vfor controlling said power-shut-ofi andbrake-setting mechanism, circuit-changing switches, contactors normallyin contact with the divided conductors, said contactors being 0eratively connected with the circuitciianging switches, each of saidconductors having means adjacent to its insulated joints for controllingthe operation of its corresponding contactor, electric connectionsleading from said generator ,to said circuitsaid contactors' and thewheels of the trainmotor,'sa 1d connections completing a nor mally lowamperage circuitaround said magnetic device on said train-motor in saidlow-amperage circuit, a switch adapted to be released by said magnet byreason of a break in said low-amperage circuit, electric connectionsleading from said switch to said electromagnetic device and adapted tobring the same into circuit with said generator when said switch isreleased by said magnet, electric connections leading from said circuitchanging switches to said electro-magnetic device, adapted when eitherof said circuitchanging switches is operated to bring saidelectro-magnetic device into circuit with the track rails, conductorsections and resistant connections therebetween, substantially as setforth.

12. In an apparatus of the character described, traclcrails bonded toform electric conductors, conductors divided by insulated joints intosections paralleling said rails and resistant connections between saidrails and' said conductor sections, in combination with a train-motor, agenerator, a power shut-oft and brake-setting mechanism, an electromagnetic device for controlling said power shut-oft and brake-settinmechanism, a. signal mechanism, circuit 0 ianging switches, contactorsnormally in contact with, the divided conductors said contactors beingoperatively connected with the circuit-changing switches, each of saidconductors having means adjacent to its insulated joints for controllingthe operation of its corresponding contactor, a normally closedlow-amperage circuit from and returning to said generator including amagnet, a signal operating solenoid, the trainmotor wheels, thetrack-rails, resistant connections, parallel conductor sections,cont-actors and circuit-changing switches, a switch adapted to bereleased by said magnet by reason of a break in the above describedlow-amperage circuit, electric connect'ions from said switch to saidelectrofor controlling the powershut-ofi mechanism adapted when saidswitch is released by said magnet to bring said device into circuit withsaid generator, electrical connections from the generator through saidelectro-magnetic device and to said contactors and the train motorwheels, said connections passing through the circuit changing switchesand being connected therewith in parallel, said-connections beingnormally open at the circuit changing switches, whereby when eithercircuit changing switch is operated the electromagnetic device isbrought into circuit with the track rails and divided conductors,substantially as and for the purpose. set forth.

13. In an apparatus of the character described, traclr rails bonded toform electrical conductors, conductors divided by insulated joints intosections paralleling said track rails, and resistant connections betweensaid track rails and conductor sections, in combi-' nation with a trainmotor, a generat a, power shut-oil mechanism, an electromagneticdevice-for controlling said power shutoti? mechanism, circuit changingswitches, contactors normally in contact with the divided conductors,said contactors being operatively connected with the circuit changingswitches, each of said conductors having means adjacent to its insulatedjoints for controlling the operation of its corresponding c ontactor,electrical connections from said generator around said electromagneticdevice and throughsaid circuit changing switches to said contractors andthe wheels of the train motor, said connections being normally closed atthe circuit changing switches, connections from said generator throughsaid electromagnetic device through said circuit changing switches tosaid conactors and the wheels of the train motor, said last connectionsbeing normally open at the circuit changing switches, whereby when saidcircuit changing switches are operated the first mentioned connectionsare opened and the second mentioned connections are closed, an electricresistance element so connected with said circuit changing switches asto be brought into circuit with said generator during the operation. ofeither circuit changing switch, a circuit maintaining switch controlledby said electromagnetic device and adapted to be closed when the latteris energized, circuit connections through said electromagnetic devicecontrolled by said circuit maintaining switch, whereby when saidelectromagnetic device is energized upon the operation of a circuitchanging switch, said circuit maintaining switch is closed and saidelectro magnetic device will be maintained energized after said circuitchanging switch has returned to its normal position, substantially asand for the purpbse set forth.

14. In an apparatus of the character vdescribed, track rails bonded toform electrical conductors, conductors divided by insulated joints intosections paralleling said rails, in combination with atrain motor, a

generator, power shut-off mechanlsm, an

electromagnetic device for controlling said power shut-oil mechanism,c1rcu1t-chang1ng switches, a circuit-maintaining swltch operativelyconnected to said electro-lnagnet-ic device adapted to maintain achanged circuit momentarily established by either of saidcircuit-changing switches, contactors normally in contact with thedivided conductors, said contactors being operatively connected with thecircuit-changing switches, each of said conductors having inaiisadjacent to its insulated joints for controllingthe operation of itscorrespond-- ing contactor, electrical connections from said generatoraround said electro-magnetic device and through said circuit-changingswitches to said contactors and the wheels of the trainmotor, saidconnections being nor mally closed at said circuit-changing switches,connections from said generator through said electro-magnetic devicethrough said circuit-changing switches to said contactors and the wheelsof the train motor, said connections being normally open at the circuitchanging switches, connections from said generator through saidelectromagnetic device and through said circuitmaintaining switch to thecontactors and wheels of the train motor, said last Inentionedconnections being normally-open at the circuit-maintaining switch,whereby when said circuit-changing switches are operated the firstmentioned connections are opened, and the second mentioned connectionsare closed at the circuit-changing switches, substantially as set forth.

In testimon whereof I aflix my signature, in presence 0 two witnesses.

ALEXANDER s. LITTLETON.

, Witnesses:

H. J. CARTER, G. J. MEAD.

